CN101835644B - Method and system for influencing the movement of a motor vehicle body, the chain of movements of which can be controlled or adjusted, and associated vehicle - Google Patents

Abstract

The invention relates to a method for generating a signal for influencing the movement of a controllable or adjustable vehicle body of a motor vehicle during its movement, wherein the movement of the vehicle body is detected by means of a sensor, in conjunction with the The sensor signal corresponding to the acquired sensor value is supplied to the damper adjuster, and the damper adjuster provides at least one control signal for actuating an actuator, in particular a semi-active or active damper, by means of the actuator Actuators affect the motion of the vehicle body. It is provided that a lifting movement and/or a pivoting movement and/or a pitching movement of the vehicle body at a point around the vehicle body is influenced by means of the shock absorber adjuster on the basis of the sensor signal, wherein the shock absorber adjuster This point is determined variably depending on the motion of the vehicle body.

Description

Method and system for influencing the motion of a motor vehicle, a controllable or adjustable vehicle body during its motion, and a vehicle

technical field

中可控制或可调节(steuerbar oder regelbar))的运动的信号的方法，其中，车辆车体的运动利用传感器(sensorisch)而被获取，与所获取的传感器值相应的传感器信号被输送给减震器调节器

减震器调节器提供至少一个用于操控促动器(Aktuator)、尤其是半主动式(semiaktiven)或主动式(aktiven)减震器的控制信号，借助于这些促动器可影响车辆车体的运动。此外，本发明涉及一种用于实施(Durchführung)该方法的系统和一种车辆、尤其是机动车，带有用于影响在其运动过程中可控制或可调节的车辆车体的运动的系统。The invention relates to a method for generating a vehicle body (Fahrzeugaufbau) for influencing a motor vehicle (the vehicle body during its movement

Method for signals of a controllable or adjustable (steuerbar oder regelbar) motion in which the motion of the vehicle body is detected by means of a sensor and the sensor signal corresponding to the detected sensor value is fed to the damping Regulator

The shock absorber adjuster provides at least one control signal for actuating an actuator, in particular a semiactive or active shock absorber, by means of which actuators the vehicle bodywork can be influenced. exercise. Furthermore, the invention relates to a system for carrying out the method and a vehicle, in particular a motor vehicle, with a system for influencing the movement of a controllable or adjustable vehicle body during its movement.

Background technique

来传导以传感方式所获取的信号。由此应实现，基于传感器信号的依赖于频率的处理，不使用用于促动器控制或者促动器调节的静态(statisch)特性曲线，而是进行依赖于运动过程的频率内容(Frequenzinhalt)的促动器控制或者促动器调节。因此，尽可能高的行驶舒适性的目标应在即使在行驶状态的极限区域中同样安全的底盘的配置中被实现。该方式(Ansatz)基于如下思想，即，一方面应满足(entsprechen)在所期望的行驶舒适性(也就是说舒适的且柔软的配置)和行驶动态特性(Fahrdynamik)(也就是说适合运动的且绷紧的调校)之间的目的冲突(Zielkonflikt)且另一方面应满足足够的行驶安全性。对于行驶舒适性和行驶动态特性而言，车体的运动的减震是决定性的(entscheidend)，而对于行驶安全性而言车轮负荷或者车轮负荷波动是决定性的。Methods and systems of this type are known. Then, for example, a method and a device (Vorrichtung) for damping vibrations at the chassis (Fahrwerk) of passenger cars (Personenfahrzeugen) and commercial vehicles (Nutzkraftfahrzeugen) are known from document DE 39 18735 A1, in In this case, control signals for controllable actuators acting on these vehicle masses are formed on the basis of the movements of the two vehicle masses detected by means of the sensors by means of signal processing lines. Provision is made for a comfortable and still safe chassis adjustment (Fahrwekabstimmung) that the frequency-dependent transfer behavior is determined by the wiring arrangement associated with the signal processing line

To conduct the signal acquired by the sensor. It should thus be achieved that, based on the frequency-dependent processing of the sensor signals, no static characteristic curves are used for the actuator control or actuator regulation, but rather a frequency-dependent processing of the movement process. Actuator control or actuator regulation. Therefore, the goal of the highest possible driving comfort should be achieved in the configuration of the chassis which is also safe even in the extreme range of driving conditions. This method (Ansatz) is based on the idea that, on the one hand, the desired driving comfort (that is to say a comfortable and soft configuration) and the driving dynamics (Fahrdynamik) (that is to say a sporty and tightened adjustment) and on the other hand should satisfy sufficient driving safety. For driving comfort and driving dynamics, the damping of the movement of the vehicle body is decisive, while for driving safety wheel loads or wheel load fluctuations are decisive.

半主动式减震器系统以纯吸收能量的方式工作。在主动式减震器系统中，所期望的减震器力既可以减震的方式又可以能量引入的方式在每个方向上被供应(bereitstellen)。Basically three types of shock absorber systems are known for vehicles, in which an actuator is connected in parallel to the spring assembly between the wheel and the vehicle body. Passive, semi-active and active shock absorber systems are known. In passive damper systems, no change in the damper force during driving operation is provided. In a semi-active shock absorber system, the shock absorber force can be varied by varying the oil fluid flow using one or more valves. In this way the damping characteristics can be changed

Semi-active shock absorber systems work by purely absorbing energy. In an active damper system, the desired damper force can be supplied in each direction both dampingly and energy-introduced.

The position (Lage) and motion of the usual (allgemeinen) subject in space are usually described by three axes of the (spatial Cartesian) coordinate system: the longitudinal axis (also called the roll axis (Rollachse), abbreviated x), the transverse axis ( A pitch axis, abbreviated y) and a vertical axis (yaw axis, abbreviated z).

Generally, the axis of the body which corresponds to the direction of maximum extension of the body is referred to as the longitudinal axis. In vehicles, this axis also marks the direction of travel. The pivot axis is understood to be the connecting line passing through the pivot centers of the front axle and the rear axle. When driving in a curve, the vehicle tilts outward due to centrifugal force. The point around which the vehicle body (body) rolls is called the center of swing. The distance from the pivot axis to the center of gravity (Schwerpunkt) determines (bestimmen) the inclination (Seitenneigung) of the bodywork. Center of gravity is to be understood as the point at which, if the mass of a body were concentrated, it would have the same effect on other bodies. It is generally described for the stationary situation, that is to say for a stationary vehicle on a flat, non-sloping surface. In straight-ahead travel, the pivot axis generally coincides with the longitudinal axis. The pitch axis is the axis perpendicular to the longitudinal and yaw axes and extending through their intersection. The vertical axis passing through the center of gravity of a conventional vehicle is referred to as the yaw axis, about which axis the driver turns the vehicle by means of a control mechanism (for example a steering gear).

The three basic rotational motions of the subject in space are generally referred to as swing, pitch and yaw. The associated angles are called pitch, pitch and yaw. The temporal change of the angle of rotation in a circular motion (rotation) is understood to be an angular velocity (also referred to as rotational velocity). In short, it shows how fast something is turning.

Deflection is also referred to as rotational movement. In a vehicle, the yaw rate or yaw velocity expresses the angular velocity of rotation about a vertical axis. Pitch describes the movement of the vehicle about its transverse/pitch axis, wherein the inclination of the longitudinal axis changes. Oscillating (or rolling) denotes a movement about a longitudinal axis in which the inclination of the transverse axis changes.

车体在z方向上的所谓的提升运动(Hubbewegungen)。每个单个的避震器仅在提升方向上在其位置(Position)处起作用。以大多数情况下在每个车棱角(Fahrzeugecke)处各一个避震器的布置为前提，此时可影响在重心的车体的总运动，其由提升分量、俯仰分量和摆动分量组成(zusammensetzen)。总之，可作如下理解，即，车体在z方向上的运动因此可通过在每个车棱角处的单独的提升运动来描述，或通过例如在车体重心的、组合(kombinierte)的提升运动、摆动运动(Wankbewegungen)和俯仰运动(Nickbewegung)来描述。相应地，车体的调节，例如在使用电子避震器的情形下，可通过在车棱角处的提升运动来进行，或通过在车体重心的模态运动来进行。首先提及的方式也许在物理学上更精确，然而明显较少地考虑了乘员的舒适性要求。驾驶员在大多情况下靠近车辆重心地乘坐，因此，通过在该点的提升运动、摆动运动和俯仰运动会强烈地对乘员的运动感觉产生影响。在现有技术中，几乎唯一地采用了最后提及的方式。In general, the sum of lift (hub), pitch and roll (Zusammenfassung) at a point is likewise referred to as the modal motion (Modalbewegung) at this point. Typically, it is referenced to a fixed (static) center of gravity of the vehicle. At this point, if one considers a shock absorber for example, its direction of action is roughly along the z-axis. Therefore, it is roughly used to buffer

A so-called lifting movement of the vehicle body in the z direction. Each individual shock absorber acts only at its position in the lifting direction. Assuming in most cases the arrangement of a shock absorber at each corner (Fahrzeugecke), the overall movement of the vehicle body at the center of gravity can be influenced in this case, which consists of a lifting component, a pitching component and a rolling component (zusammensetzen ). In summary, it can be understood that the movement of the vehicle body in the z direction can thus be described by a separate lifting movement at each corner of the vehicle, or by a combined lifting movement, for example at the center of gravity of the vehicle body , swing motion (Wankbewegungen) and pitch motion (Nickbewegung) to describe. Correspondingly, the adjustment of the vehicle body, for example in the case of electronic shock absorbers, can be carried out by lifting movements at the corners of the vehicle or by modal movements at the center of gravity of the vehicle body. The first-mentioned approach may be physically more precise, but considerably less takes into account the comfort requirements of the occupant. The driver usually sits close to the vehicle's center of gravity, so that the occupant's sense of motion is strongly influenced by lifting, pivoting and pitching movements at this point. In the prior art, the last-mentioned approach is used almost exclusively.

The known operating steps in this regard can be described as follows: determine the modal motion at the center of gravity of the vehicle body, adjust the modal motion accordingly, and finally convert (transformieren) the resultant (resultierend) adjustment parameters of the modal form at the center of gravity ) into a pure lifting form at the actuator position. Thus, by measuring the modal motions, preferably in the vicinity of the stationary center of gravity of the vehicle body, and then with the aid of the controller, the variables necessary for calming the modal motions are determined at the center of gravity and will ultimately be determined as such The values of are converted to those points on the vehicle body at which the shock absorber acts on the vehicle body.

The assumption of a constant (static) center of gravity is in most cases only valid for free vibrations. The modal axes for roll and pitch always lie in a fixed center of gravity in this case. In forced vibrations, however, such as those imposed by road surfaces, for example, this approach gradually loses effectiveness; the position of the mode axis is significantly influenced by the excitation and can be located anywhere (in the vehicle body and located outside the vehicle body). As the distance of the actual mode axis from the center of gravity of the vehicle increases, the misadjustment component likewise increases, since the assumed movement about the static center of gravity is less and less related to the actual movement of the vehicle body. Correspondingly, an incorrect control variable is calculated for the corresponding actuator position.

This will be illustrated with the aid of an example. Assuming that the vehicle is driven up a steep slope with its front wheels, while its rear wheels continue to drive (still) horizontally, a vertical movement is forced on the two front corner points (Eckpunkte) of the vehicle body, This causes acceleration and ultimately a certain speed of the vehicle body at the level of the front axle of the vehicle. Assuming that the two front corner points have a speed of "2", then according to the prior art on the premise that the center of gravity of the vehicle is located in the middle between the two axles, as follows Calculation. The vehicle turns at a speed of "1" about the vehicle's transverse axis passing through the center of gravity, wherein the front axle has a speed of "+1" and the rear axle has a speed of "-1". Counts as a value of "1" as a lift in the center of gravity. According to the prior art, corresponding to this calculation, the damping is also adjusted in such a way that, for example, in the case of an active damper, the calculated movement is counteracted at the axis. That is, a force is also exerted on the rear axle, although it has no velocity in the vertical direction.

Known from document DE 40 39 629 A1 is a system for generating signals for controlling or regulating a controllable or adjustable chassis, in which the relative movement between the body and the wheel unit of the vehicle is detected (erfassen ), and a further signal is generated based on the signal representing this movement in such a way that integrated (kollektiv) vehicle body movements, such as lifting, pitching and pivoting movements, can be adjusted separately from one another.

的情形下，获取车辆车体的当前存在的模态速度(提升速度、俯仰速度和摆动速度)。在此，车辆车体的当前存在的模态速度依赖于车辆的质量的几何分布和/或依赖于表明了悬挂系统的特征的参数，如车辆车体的提升速度、俯仰速度和摆动速度或车辆车体在前桥和后桥处的摆动速度和垂直速度。From DE 42 17 325 A2 is known a method and a device for generating signals for controlling or regulating a controllable or adjustable chassis, in which, likewise, the relative movement between the body and the wheel units of a vehicle detected, and by means of a signal representative of this movement and a signal representative of the longitudinal and/or lateral movement of the vehicle, taking into account the characteristic parameters of the elastic elements and/or damping elements of the suspension system of the vehicle

In the case of , obtain the currently existing modal velocities (lifting, pitching, and swaying) of the vehicle body. Here, the currently existing modal speeds of the vehicle body depend on the geometric distribution of the mass of the vehicle and/or on parameters characterizing the suspension system, such as the hoisting, pitching and swaying speeds of the vehicle body or the vehicle Swing speed and vertical speed of the vehicle body at the front and rear axles.

的装置和方法，在其中，针对车辆的不同的行驶状态，代表车辆的重心位置的多个重心位置参量被计算。Finally, a method for estimating the position of the center of gravity in a vehicle is known from DE 10 2005 062 285 A1

A device and a method, wherein, for different driving states of the vehicle, a plurality of center-of-gravity position parameters representing the position of the center-of-gravity of the vehicle are calculated.

Contents of the invention

The object of the present invention is to specify a method and a system for influencing the motion of a vehicle body, by means of which errors occurring in forced vibrations of the vehicle body are avoided, which errors are avoided in the known state of the art Appears in the calculation of the force to be exerted by the shock absorber in the method. In general, a combination of free and forced vibrations is present during driving operation. In this case, errors which occur in methods according to the prior art should also be avoided.

According to the invention, this object is achieved in that a lifting and/or pivoting and/or pitching movement of the vehicle body at a point about the vehicle body is influenced by means of the shock absorber adjuster on the basis of sensor signals , wherein the shock absorber adjuster variably determines this point as a function of the movement of the vehicle body, advantageously a very comfortable movement of the vehicle body can be achieved.

At its core, the method according to the invention dispenses with the approach of measuring the movement of a movable body according to the prior art. Hitherto it has always been assumed that the main body, in particular the body of the vehicle, is a moving object, preferably rotating, about its static center of gravity. The movement of the vehicle body is therefore roughly linked to the static center of gravity in the region of which the driver is present. This solution concept is objectively incompatible with the movement of the vehicle body and accordingly in many cases leads to control measures which are relatively useless for the calming of the movement of the vehicle body. This applies not only to semi-active shock absorbers but also especially to active shock absorbers.

When the front axle of the vehicle is raised while the rear axle remains stationary, the solutions according to the prior art lead to erroneous control measures, since known methods interpret the measured values in such a way that the front axle is slightly Ascend and the rear axle descends slightly. In contrast, the method according to the invention does not assume that the rotational and lifting movements of the modes move about a static center of gravity.

This means that, in principle, the method according to the invention dispenses with always linking the movement of the vehicle body to the static center of gravity of the vehicle. On the contrary, the invention allows that the axes of movement, in particular the axes of pitch and pivot, can likewise be located outside the static center of gravity of the vehicle body—as they often do in practice due to the forces exerted by the road. The method according to the invention therefore allows the center of gravity to be movable taking into account the movement of the vehicle and thus enables an optimal reaction for calming the movement of the vehicle body. In other words, the method according to the invention works in such a way that due to the variable position of the center of gravity the movement of the axes of motion (in particular the pitch and roll axes) is taken into account, which leads to a calming of the vehicle body Optimization.

The expression "arbitrary lifting and/or turning movements" is to be understood only as to the magnitude or direction of the movement and not to its quantity. If the moving body or the body of the vehicle is assumed to be rigid, the motion of the body in space is also already determined by specifying the motion at three defined points. The method according to the invention is therefore in no way more complex than regulating systems according to the prior art, and likewise does not require higher technical costs.

For reasons of control technology, it is often expedient that not every position of the center of gravity (and thus also the axis of motion) is permissible. Thus, for example, in four lifting movements of approximately the same magnitude at the corners of the vehicle, an axis of rotation lying almost at infinity is assumed and the vehicle is damped correspondingly strongly at all corners, meaning that not big. In order to limit the position of the center of gravity and thus the axis of rotation in a suitable manner, it is provided in a preferred embodiment of the invention that only certain Local areas of are allowed.

In a further preferred embodiment of the invention it is provided that the positions of the center of gravity and the axis of rotation are converted by subtraction of the lift of the same magnitude at the four corner points of the vehicle in such a way that Make them close to the subject or wander into the subject itself.

In addition, in order to determine the force for calming the vehicle body, it is provided in a preferred embodiment of the present invention that, with reference to the previously determined center of gravity, the force at a suitable point on the main body or the vehicle body The movement is determined, from which measures for damping the vehicle body can then be taken on the basis of the movement thus determined (for example at vehicle body corners).

Furthermore, in a further preferred refinement of the invention it is provided that the center of gravity of the movement (in particular the lifting movement and the turning movement) is located at the stationary or static center of gravity of the main body, in particular the vehicle body. If this is desired, in a further preferred embodiment according to the invention, the point of rotation of the main body can be placed in its rest center of gravity, as is the case in the methods known according to the prior art. In this case, the lift is subtracted from the measured modal motion in the form of an offset until a pure rotational motion is obtained with reference to the center of gravity.

For the case in which no lifting component is subtracted from the motion, it is provided in a further preferred embodiment of the invention that the rotational axis for the modal motion can be located at any position, wherein, however, It may be expedient to limit the possible partial positions of the axis.

是可能的，由此，不仅调节系统的特性可被与环境参数(如车辆的速度、负载、减震器特性、道路的状态等等)相适配，而且还存在如下可能性，即，更好地将调节系统的特性与驾驶员的(舒适性的，运动性的)期望相适配。Via a combination of methods, in which the maximum value of the lift component is calculated (herausgerechnet), and all lift components remain in the total movement, especially a linear combination, in the damping of the vehicle body by the control system Significant flexibility in terms of adaptation of the

It is possible, whereby not only the properties of the control system can be adapted to the environmental parameters (such as the speed of the vehicle, the load, the characteristics of the shock absorbers, the state of the road, etc.), but also the possibility exists that more The behavior of the control system is well adapted to the driver's (comfort, sportiness) expectations.

中且为车辆装备有舒适的、对车辆车体的运动进行优化的控制或者调节。Furthermore, the object is achieved by a system according to the invention for influencing the movement of a vehicle body of a motor vehicle which is controllable or adjustable during its movement. By having the shock absorber adjuster comprise means by means of which at least one control signal for the actuator can be generated on the basis of sensor signals taking into account the current (momentanen) movement of the vehicle bodywork In order to obtain a lifting movement and/or a pivoting movement and/or a pitching movement of the vehicle body at a variable point about the vehicle body, it is advantageously possible to combine the damping regulator regulator integrated into the vehicle's controller

In addition, the vehicle is equipped with comfortable, optimized control or regulation of the movement of the vehicle body.

In a preferred refinement of the invention it is provided that the component of a modal movement in the modal movement in the total movement corresponds to the component-dependent determination of the variable center of gravity , where the remaining two modal motions are obtained by subtracting the defined motion from the total motion or by combining the total motion in the variable center of gravity, where the modal motion is in a Sum of lift, pitch and roll in points.

In a preferred refinement of the invention it is provided that the lifting component in the total movement is defined by the calculation of the variable center of gravity as a function of the lifting component, and therefore the pitching and oscillating movements This results from subtracting the lifting motion from the total motion or combining the total motion in the variable center of gravity.

In a preferred embodiment of the present invention, it is provided that the variable modal motion of the variable center of gravity or variable modal axis depends on the definable relative position of the vehicle body The point at which the body is fixed, advantageously in the form of a translational movement at or near the point of action of the actuator, is calculated.

In a preferred embodiment of the invention it is provided that the variable modal movement of the variable center of gravity or variable modal axis depends on the defined fixed position of the vehicle body. The point at is determined—advantageously in the form of a translational and rotational movement at the center of gravity of the body at rest.

In a preferred embodiment of the present invention it is provided that the maximum value of the lifting component is calculated from the total motion of the vehicle body, and the pure pitching and/or pivoting motion without lifting component is calculated inferred.

In a preferred refinement of the invention it is provided that all lift components of the vehicle body are kept contained in the total movement or the lift components are set to zero and the pitching and/or pitch movements of the lift components are superimposed or a swinging motion is drawn.

In a preferred design of the present invention, the following settings are made, that is,

On the one hand, the maximum value of the lift component is calculated from the total motion of the vehicle body, and a pure pitching and/or roll motion without a lift component is derived;

On the other hand, all lift components of the vehicle body are kept included in the total motion or the lift components are set to zero and a pitch and/or roll motion is obtained with a lift component superimposed;

in,

The pitching and/or pivoting movement without a lifting component and the pitching and/or pivoting movement with a superimposed lifting component are advantageously combined with one another in the form of a linear combination.

In a preferred embodiment of the present invention, it is provided that the actuator is a semi-active or active shock absorber.

Description of drawings

The invention is explained below in the examples with reference to the attached drawings. in:

Figure 1 schematically shows a motor vehicle with shock absorber adjustment;

Figure 2 shows a schematic diagram of a motor vehicle with a vertical angular body velocity;

Figure 3 shows a schematic diagram of a motor vehicle with vertical modal body velocities;

Figure 4 shows a schematic diagram of a motor vehicle with variable pivot and pitch axes;

Figure 5 shows a schematic diagram of a motor vehicle with variable yaw and pitch speeds;

Figure 6 shows a schematic diagram of a motor vehicle with variable pitch speeds scaled to corner points;

FIG. 7 shows a schematic diagram of a motor vehicle with variable pivot speeds converted to corner points, and

Figure 8 shows a flow chart for calculating the pitch velocity.

Detailed ways

FIG. 1 shows schematically a motor vehicle generally indicated at 10 in plan view. The structure and function of motor vehicles are generally known, so that no further study is made on this within the scope of this description.

Motor vehicle 10 has four wheels 12 , 14 , 16 and 18 . Wheels 12 , 14 , 16 , and 18 are fastened to body 20 of motor vehicle 10 via known wheel suspensions. Within the scope of the present invention, a vehicle body with a passenger compartment is generally understood to be a vehicle body 20 . A shock absorber 22 , 24 , 26 or 28 is arranged in each case between the wheels 12 , 14 , 16 and 18 (on the one hand) and the vehicle body 20 . The shock absorbers 22 , 24 , 26 and 28 are arranged parallel to springs, not shown. The dampers 22 , 24 , 26 and 28 are designed, for example, as semi-active dampers, that is to say the damper force can be varied by applying a control signal to an adjustment device of the damper. The regulating device is usually designed as a solenoid valve, so that the regulating signal is the control current for the valve.

A displacement sensor (Weg sensor) 30 , 32 , 34 or 36 is associated with each wheel or each shock absorber. The displacement sensor is designed as a relative displacement sensor, that is to say it measures the change in the distance of the vehicle body 20 from the respective wheel 12 , 14 , 16 or 18 . Typically, so-called angular displacement sensors are used here, the structure and function of which are generally known.

Furthermore, the vehicle body 20 includes three vertical acceleration sensors 38 , 40 and 42 arranged at defined points. Acceleration sensors 38 , 40 and 42 are arranged stationary on vehicle body 20 and measure the vertical acceleration of the vehicle body in the region of wheels 12 , 14 or 18 . In the region of the left rear wheel 16 the acceleration can be detected computationally on the basis of the other three acceleration sensors, so that the arrangement of the own acceleration sensors can be dispensed with here.

Here, the arrangement of the sensors is only exemplary. Other sensor arrangements, for example one vertical body acceleration sensor and two rotational angle sensors etc., can likewise be used.

Furthermore, the motor vehicle 10 comprises a control unit 44, which communicates via signal or control lines with the adjustment devices of the shock absorbers 22, 24, 26 and 28, the displacement sensors 30, 32, 34 and 36, and the acceleration sensors 38, 40 and 42. connected. Controller 44 is responsible for shock absorber adjustments as described further below. Furthermore, controller 44 can of course also assume other functions in motor vehicle 10 which are not considered here. Furthermore, the motor vehicle 10 includes a switching device 46 , such as a button, a rotary wheel, etc., by means of which a request for the movement of the vehicle body 20 can be selected by the driver of the vehicle. Here, for example, a choice can be made between the "comfort" requirement, the "sport" requirement and the "basic" requirement. The selection can be carried out hierarchically between these three modes or steplessly with corresponding intermediate modes.

The switching device 46 is likewise connected to the controller 44 .

FIG. 2 shows a schematic diagram of the motor vehicle 10 , wherein the body 20 is shown here as a flat surface. Wheels 12 , 14 , 16 and 18 are arranged in known manner at the corners of vehicle body 20 via spring-damper combinations. The spring-damper combination includes shock absorbers 22 , 24 , 26 and 28 , and springs 48 , 50 , 52 and 54 each coupled in parallel. Arranged at the corners of the vehicle body 20 are acceleration sensors 38 , 40 or 42 shown in FIG. 1 , by means of which acceleration sensors the vertical velocity at the corners of the vehicle body 20 can be determined. Here, the speeds vA_vl (velocity of the left front of the vehicle body), vA_vr (speed of the right front of the vehicle body), vA_hl (speed of the left rear of the vehicle body), and vA_hr (speed of the right rear of the vehicle body). These velocities can be calculated by integrating the accelerations measured by means of the acceleration sensor.

FIG. 3 again shows a schematic diagram of the motor vehicle 10 , the same components as in the preceding figures being provided with the same reference numerals and not described again. The modal motion of the vehicle body 20 is illustrated in the center of gravity 56 . On the one hand these are lift 58 in the vertical direction (z-direction), pitch 60 (that is to say a rotational movement about a transverse axis lying in the y-axis), and swing 62 (that is to say a movement about a motor vehicle lying in the x-axis). The rotational movement of the longitudinal axis of 10).

This time, however, the velocities to be adjusted in the coordinate system x, y, z are not the velocities at the corners of the vehicle body, but the angular velocity at the center of gravity 56 of the vehicle body 20 . The regulation should be designed in such a way that the angular velocities with respect to roll and pitch, and additionally also the vertical velocities of the increase, are minimized. The advantage of this type of adjustment is that the person sits in the vehicle approximately in the area of the center of gravity 56 and, because of the calm state of the adjustment in this area, obtains a slightly higher driving comfort. This is particularly effective when there are provided corresponding sensors arranged at the center of gravity 56 of the vehicle which directly measure the roll speed, pitch speed and lift speed.

If it is now assumed that the vertical speeds of the wheels 12, 14, 16 and 18 are also not taken into account in the regulation according to FIG. As in , the mentioned angular velocity in the center of gravity 56 and the lift have to be calculated from the measured velocities at the corners of the vehicle body 20 according to FIG. 2 . This results in an adjusting device as shown in FIG. 6 and will be further explained in connection with this figure.

Possible positions of the pan and pitch axes are depicted in FIG. 4 . In FIG. 4 , the vehicle body 20 is represented twice by a plane shown in perspective. The lower illustration relates to the variable pitch axis N, and the upper illustration relates to the variable swivel axis W. Two double arrows 145 , 146 indicate the possibility of movement of the axis in case configuration A. In this configuration of the case, the corresponding axis moves within the vehicle body 20 . In case design B it is likewise possible that the axis can leave the vehicle body 20 corresponding to the double arrows 147 , 148 . The following applies here: In scenario design A, the calculation is performed without a lift component, ie the lift component common to all measured movements is subtracted. In this case, the pitch axis or pivot axis can only extend parallel to the y-axis or the x-axis within the vehicle body 20 . In contrast, in case design B the lift component of the measured motion is not subtracted. The axes N and W can thus also lie outside the vehicle body 20 , wherein they again run parallel to the y-axis or the x-axis.

Calculation of pitch velocity and yaw velocity is shown in FIG. 5 . The front and rear pitch velocities vNick_vorn, vNick_hinten and the left and right wobble speeds vWank_links, vWank_rechts are indicated by upwardly pointing arrows. In the simplest case, corresponding sensors can be installed at the points of action of the mentioned arrows on the vehicle body 20 , with which the corresponding speed can be measured. However, these sensors can also be arranged at the points of application of the shock absorbers 22 , 24 , 26 , 28 on the vehicle body 20 . In this case it is allowed, for example, to calculate the front pitch velocity vNick_vorn based on the average of the two velocities at the front corner. Correspondingly applies to the pitch velocity vNick_hinten behind. The swing speed can be calculated accordingly based on the average of the left corner speed or the right corner speed.

For clarity, in Fig. 5 all arrows are drawn to be of the same length and point upwards. Obviously, however, these arrows will generally not be of the same length due to the different speeds and may extend in opposite directions as well.

It is assumed in FIGS. 6 and 7 that the roll and pitch velocities at defined points of the vehicle body 20 are known on the basis of measurements, for example by measurements as explained in connection with FIG. 5 . In order to be able to determine at this time how the shock absorbers 22, 24, 26, 28 can be manipulated in an optimal manner for quickly calming the vehicle body 20, then the swing and pitch speeds at the four corners ( as shown in Figures 6 and 7) must be determined. The thus determined roll and pitch velocities are in each case superimposed, ie added, at the corresponding corners. In general, the arrows indicating the respective speeds are not of the same length and often point in opposite directions, as already described in connection with FIG. 5 .

FIG. 8 describes a possibility for determining the pitch velocity, as can be determined in conjunction with FIG. 6 , for example, in the form of a flow chart. In this case, the correction variable is equal, for example, to the absolute value of the damper velocity. In step 64, vehicle body velocities vA_vl, vA_vr, vA_hl, and vA_hr at the four corners of the vehicle body 20 are calculated. In a next step 66 the total pitch velocity vN_ges is calculated, where VNges=0.5x(-vA_vl-vA_vr+vA_hl+vA_hr). Then, in a next step 68 the pitch velocity components fak_VN_vo and fak_VN_hi are calculated for the front axle (through the axis of the wheels 12 and 14 ) and the rear axle (through the axis of the wheels 16 and 18 ). Then, in a further step, the pitch speeds of the front and rear vehicle bodies 20 are calculated. The calculation of the swing speed proceeds in exactly the same way.

List of reference numerals

10 motor vehicles

12 wheels

14 wheels

16 wheels

18 wheels

20 body

22 shock absorbers

24 shock absorbers

26 shock absorbers

28 shock absorber

30 displacement sensor

32 displacement sensor

34 displacement sensor

36 displacement sensor

38 Acceleration sensor

40 Acceleration sensor

42 Acceleration sensor

44 controller

46 switching device

48 springs

50 springs

52 springs

54 spring

56 Characteristic curve

58 boost

60 pitch

62 swing

64 steps

66 steps

68 steps

70 steps

145 double arrow

146 double arrow

147 double arrow

148 double arrow

Claims (14)

1. A method for generating a signal for influencing the movement of a vehicle body of a motor vehicle, wherein the vehicle body is controllable or adjustable during its movement, wherein the movement of the vehicle body are acquired by means of sensors, sensor signals corresponding to the acquired sensor values are supplied to the damper adjuster, and the damper adjuster provides at least one control signal for actuating the actuator, by means of which actuator The actuator can affect the movement of the vehicle body, characterized in that the lift of the vehicle body at a point around the vehicle body is influenced by means of the shock absorber adjuster based on the sensor signal motion and pitch motion, wherein the shock absorber adjuster determines this point variably in dependence on the current motion of the vehicle body. 2. The method of claim 1, wherein the shock absorber adjuster affects the center of gravity of the vehicle body about the vehicle body depending on the current motion of the vehicle body exercise. 3. The method according to claim 1 or 2, characterized in that the component of a modal motion in the modal motion in the total motion is related to the variable center of gravity (56) depending on the component determined in a corresponding manner, wherein the remaining two modal motions are obtained by subtracting the defined motion from the total motion or by combining the total motion in the variable center of gravity (56), where the modal motion is the sum of lift, pitch and roll in one point. 4. The method according to claim 3, characterized in that the lift component in the total motion is defined by a variable center of gravity dependent calculation of the lift component, and thus, the pitch and roll motions The lifting motion is subtracted from the total motion or is synthesized from the total motion in the variable center of gravity. 5. The method according to claim 1 or 2, characterized in that the variable dependent center of gravity (56) of motion or the modal movement of variable modal axes (N, W) in said At definable points fixed relative to the body of the vehicle body, advantageously in the form of a translational movement at or near the point of engagement of the actuator, is calculated. 6. The method according to claim 1 or 2, characterized in that the modal motion of the variable dependent center of gravity of motion, or of the variable modal axis, is at a defined fixed position of the vehicle body The point at is determined—advantageously in the form of a translational and rotational movement at the center of gravity of the body at rest. 7. A method according to claim 1 or 2, characterized in that the maximum value of the lift component is calculated from the total motion of the vehicle body and that a pure pitching and/or roll motion without a lift component was drawn. 8. A method according to claim 1 or 2, characterized in that all lift components of the vehicle body are kept included in the overall motion of the vehicle body or the lift components are set to zero and a lift is superimposed The pitch motion and/or roll motion of the components are derived. 9. The method according to claim 1 or 2, characterized in that, On the one hand, the maximum value of the lift component is calculated from the total motion of the vehicle body, and a pure pitching and/or roll motion without a lift component is derived; On the other hand, all lifting components of the vehicle body are kept included in the total motion or the lifting components are set to zero and a pitching and/or oscillating motion is obtained with a superimposed lifting component; in, The pitching and/or pivoting movement without a lifting component and the pitching and/or pivoting movement with a superimposed lifting component are advantageously combined with one another in the form of a linear combination. 10. The method according to claim 1 or 2, wherein the actuator is a semi-active or active shock absorber. 11. A system for influencing the movement of a vehicle body of a motor vehicle, wherein said vehicle body is controllable or adjustable during its movement, said system being provided with detection of said vehicle body relative to at least Sensors for the movement of three vehicle wheels; with sensors for detecting the vertical acceleration of the vehicle body; with controllable or adjustable actuators arranged between the vehicle body and the vehicle wheels with a damper adjuster by means of which sensor signals are processed and at least one actuation signal for the actuator is supplied, characterized in that the damper adjuster comprises Means by means of which at least one actuator for the actuator can be generated on the basis of the sensor signal taking into account the current movement of the vehicle body for obtaining an Control signals for a variable point of the lifting movement and the swinging and pitching movements of the vehicle body. 12. The system of claim 11, wherein the actuator is a semi-active or active shock absorber. 13. A vehicle with a system according to claim 11 or 12 for influencing the movement of the vehicle body, wherein the vehicle body is controllable or adjustable during its movement. 14. The vehicle of claim 13, wherein the vehicle is a motor vehicle.

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